Electrically-operated switch mechanism.



P .n. E T S F L ELECTBICALLY DPERATED SWITCH MECHANISIL (Application led May 20, 1899.)

`(No Model.)

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NITEE STATES ATENT ifEEicE.

SAMUEL L. FOSTER, OF SAN FRANCISCO, CALIFORNIA, AssIeNoR To TI-IE MARKET STREET RAILWAY COMPANY, on SAME PLACE.

LECTRlCALLY--OPERATED SWITCH IVI ECHANlSlVl;

YSPF.CIFIGAIEION forming part of Letters Patent No. 637,960, dated November 28, 1899;`

Application led May 20, 1899. Serial No. 717,636. (No model.)

T all whom it 'may concern:

Be it known that I, SAMUEL L. FOSTER, a citizen of the United States, residing in the city and county of San Francisco and State of California, have invented certain new and useful Improvements in `Electrically-Operated Switch Mechanism; and I Vdo hereby declare that the following is a full, clear, and exactdescription thereof. l

This invention relates to certain new and useful improvements in switch operating mechanism designed more especially for use in connection with electric railways; and the same consists in the arrangement of parts and details of construction, as will be hereinafter fully set forth in the drawings and described and pointed out in the specification.

The object of the invention is to provide means whereby the frog or switch-rail may be electrically thrown or Operated directly from the car itself as it advances toward the switch, thus, so to speak, placing the switch directly under the control of the car-operator and enabling him to automatically throw the same without leaving the car or causing it to cease travel or movement toward the switch.

In order to comprehend the invention, reference must be had to the accompanying sheet of drawings, wherein- Figure l is a cross-sectional View in elevation, taken through the road-bed of an electric railway, showing the position of the switch-throwing mechanism. Fig. 2 is a top plan view of the switch-operating mechanism in position within the road-bed, and Fig. 3 is a detail View illustrating position of the operating mechanism immediately after throwing of the switch.

In the drawings the letter A is used to indicate the main-line rails of the road, and A the rails of the branch-line intersecting the same, while A2 nis the movable or switch rail which controls the travel of the car from the main rails to the branch rails.

At some point in the road-bed adjacent to the switch-rail is interposed the casing B, within which is located the switch-operating mechanism. In the present case this consists of the standard B', secured to the base of the casing, carrying at its upper end the rocking lever B2, which is centrally pivoted thereto by the pin a.

To this lever is connected the rockarm C, which is attached to the inner end of the connecting-rod C', the opposite end of which is connected to the switch-rail A2. The rocking lever B2 carries the rods C2 C3, pivotally connected at each end thereof, which rods depend from the said lever, and each at its lower end carries a stud or roll h b', respectively. These studs or rolls project through the vertical slots d d cut within the standard B, and serveto hold the rods C2 C3, which slightly converge, in proper position or against the standard B'. At the opposite `side or face of the standard B works the anchor-lever D, which at its upper end is pivoted to the outer end of the working beam or lever D. This lever or working beam is fulcrumed to the support D2 and at its inner end is connected to the core E of the solenoid E', also located within the casing B.

Inasmuch as the present invention is illustrated as beingused in connection with an overhead-trolley electric railway system, I prefer to Operate the same direct from the main-line wire F.4 For this purpose there is introduced into the line-wire at points intermediate of the switch-rail what I shall term a dead wire F, which consists simply of a shortlength of wire cut off from the main line by insulators e e', placed at each end thereof. From the main-line wire to the solenoid connection is made by the branch wire l, which runs from the line-wire to one of the line-posts F2, carrying the cross-wire F3, and thence down to and connects with the solenoid, while from said solenoid is run the wire 2, which leads to the post F2 and is then run to and connects with the dead line-wire F'.

The parts being in the position illustrated by Figs. 1 and 2 of the drawings and a car moving upon the main-line track in the direction indicated by arrow 3 desiring to enter or be switched onto the branch line A', thenthe operation will be as follows: As the car approaches the switch the motorman will preferably put on the wheel-brakes, so as to retard the movement of the car somewhat, at the same time the trolley 4. being permitted to ride upon the dead line-wire. Immediately a short circuit is established between the main-line wire and dead line-Wire through the solenoid, the current from the main-line wire and dead line-wire being in the direc- IOO tion indicated by arrows 5. As the short circuit is completed the magnet of the solenoid draws the core E inward or downward, and with it the inner end of the fulcrumed lever or walking-beam D', throwing its outer end upward. As this end of the walking-beam or lever is elevated the anchor-leverD is likewise raised, the shank 6.01:' which during its upward movement engages the stud or roll b and carries the rod or arm C2 therewith, thus raising the outer end of the rocking lever B2 upward and throwing the rock-arm C inward or toward the solenoid. As this rockarm C is thrown inward it draws the connecting-rod C' therewith, which, being attached at its opposite end to the swinging switch-rail A2, draws the same therewith, so as to open the switch, as illustrated by dotted lines, Fig. 2 of the drawings. The switch being thus opened, the car will pass from the main-line rails A onto the branch-line rails A. By reference to Fig. 3 of the drawings the position which the parts bear to each other when the switch stands open will be readily understood.

Inasmuch as the fulcrumed lever or walking-beam D moves in the arc of a circle as raised or lowered, it is obvious that the anchor D, pivotally connected thereto at its upper end, will oscillate or swing laterally as raised with the lever or walking-beam. The lateral swing or movement of this lever is dependent upon which stud or roll is engaged upon the upward movement thereof.

`The parts will remain in position illustrated by Fig. 3 of the drawings so long as the circuit remains unbroken. This takes place the moment the trolley 4 is removed from the dead line-wire F', which does not occur until the car has passed onto the branch-line rails. As the circuit existing between the main-line wire and the dead wire becomes broken the energy of the solenoid is destroyed, when the fulcru med lever or walking-beam D is drawn into position illustrated in Fig. l or returned to its normal position by the pressure of spring 8, which forms connection between the lower end ofthe anchor-lever and the base of casing B. The outer end of said fulcrumed'lever or walking-beam is thus lowered and its inner' end thrown upward, so as to withdraw the core E from within the solenoid E'. the shank 7 of the anchor-lever D below the stud or roll b, or in position to engage therewith upon its next upstroke. However, the position of the remaining parts remains undisturbed and t-he switch-rail open until 'an opposite movement is imparted to rocking lever B2 by the anchor-lever moving upward and carrying therewith the arm or rod C3, which throws the rock-arm C- outward in order to force the connecting-rod C over, so as to close the switch, This does not occur until another car desiring to continue upon the main line comes along and completes the circuit between the mainline wire and the dead wire, when the operation before described is re- This places peated and an opposite movement imparted to the rocking lever D' and its connected parts.

In case the switch is closed andthe car approaching does notcare to be switched onto the branch-line rails, then the motorman causes the car to approach the switch with su'cient headway to carry it beyond the dead-wire section with the trolley lowered or out of contact therewith, in order to maintain the circuit between said section and the main-line wire an open one.

It is obvious that instead of employing a section of dead wire the same result may be accomplished by employing a dead rail-section.

By the present arrangement the throwing of the switch-rail is under the control of those having charge of the approaching. car.

Having thus described the invention, what I desire to secure protection in by Letters Patent isl. In an electrically operated railwayswitch system, the combination with the switch-rail, of'a casing interposed within the roadway, adjacent to the switch-rail, a rocking lever located within said casing, con'nec tion between said lever and the switch-rail whereby the same is opened and closed by the movement of the rocking lever, a ful crumed lever, an oscillating anchor-lever pivoted at one end of the fulcrumed lever, devices interposed between said anchorslever and the rocking lever for imparting motion thereto uponth-e upward movement of the anchor-lever, and means for guiding the free end of the anchor-lever into engagement with one and free from the other of said devices and of means electrically operated from a car approaching the switch-rail and which transmits niotion to the Eulcrumed lever in order to actuate the mechanism intermediate to said lever and the switch-rail.

2. Ihn an electrically-operated railway system, the combination with the movable switch-rail and its actuating-rod, of a rockarm to which said rod is connected, a rocking lever carrying said rod, a slotted standard to which said rocking lever is pivoted, rods depending from the end of said lever and carrying studs or rolls working in the slots of the standards, a spring-held oscillating anchorlever which engages alternately with said studs or rolls as raised in order to actuate the rods to impart opposite movement to the rocking lever and its arm, a fulcrumed lever to the outer end of which the `anchor-lever is pivoted, a solenoid acting upon the inner end of said lever, and of electrical connection between said solenoid and a dead section interposed within the main line, said electrical connection being operated from a car approaching the rail-switch.

3. In an electrically-operated switch, the combination with the switch-rail, of a rock'- ing lever connected to said rail, a standard having guides, rods connected to said rocking lever and guided by said guides, a fulcru med lever, an electric device for operating said fulcrumed lever, an anchorlever connected to said fulorumed lever and adapted to engage a part carried by one of said rods and move the rod and be thereby guided past the engaging part of the other rod, and means for returning the anchor-lever to its normal position, substantially as described.

4. In an electrically-operated switch, the combination with the switch-rail, of a rocking lever connected to said rail, rods pivoted to said rocking level', a swinging anchor-lever, means for moving the same to engage a part carried by one of said rods, and means for guiding the free ends of said rods and guiding the anchor-lever when in engagement with one rod past the other rod, and means for returning the anchor-lever to normal position, substantially as described.

5. The combination with the fulcrumed lever working within a casing interposed within the roadway, of an oscillating anchorlever pivoted to one end thereof, the switchrail, mechanism intermediate between said switch-rail and the anchor-lever and which is actuated to open and close the switch-rail by the upward movement of the anchor-lever, a solenoid acting upon the end of the fulcrumed lever opposite to that carrying the anchor-lever, a dead section interposed within the main line, and of connection between the main line and the dead section with the solenoid.

In testimony whereof I hereunto ax my signature, in presence of two witnesses, this 28th day of April, 1899.

SAMUEL L.. FOSTER.

Witnesses:

N. A. AGKER, WALTER F. VANE. 

